Engine



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ENGINE 1922 8 Sheets-Sheet 8 Filed May 24',

I I n Surfen-6oz MS @Hoz/14 j v@attested May f5, i924.

NETE

AQZSS? CHARLES J. 'ITL-I, OF STAIIIETON, NEW YORK, ASSIGNOR TO INTERNATIONAL PROCESS AND ENGINEERING CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF NEW Yoan.

ENGINE.

Application led May 24, 1922. Serial No. 563,366.

To all whom it may concern:

Be it known that l, CHARLES J. Torr-I, a citizen of the Republic oi' Uruguay, and resident of Stapleton, New York city, county of Richmond, and. State of New York, have invented certain new and useful Improvements in Engines, of which the following is a specification.

The invention relates to improvements in engines and particularly to internal combustion engines of both the tourcycle and the two cycle type. More particularly, the invention relates to improvements in valves and valve mechanisms, the same being particularly adapted for use in connection with internal combustion engines, and combinations of such valves and valve mechanisms with other elements of the engine.

In accordance with the invention valves of sliding type are mounted on t-he outside of the engine cylinders. Preferably the slide valve takes the form of what may be termed a partial sleeve, slidably mounted between an exterior surface of the cylinder and another member which serves as a guiding means for the valve and also as a conduit for the inlet or exhaust gases. Preferably, also, the slide valve is mounted on the end wall or closure of the working cylinder, the invention not, however, being necessarily limited to such location.

With such a construction, as applied to internal combustion engines, an opening or openings will be provided in av wall of the engine cylinder which opening or openings will be controlled by one or more slide valves on the outside of the cylinder, which valve or valves will be moved intermittently in such manner as to control the admission of fresh chargel to and exhaust of burnt gases from the engine cylinder at appropriate times. 4 Y

Various advantages accrue from the location of such valves in positions where they are separated from the combustion chamber of the engine. A slide valve on the outside ot the cylinder will have only a portion oit the same exposed to the heat of the exploded charge in the cylinder, namely the portion oi' the valve which may be exposed momentarily to such heat through the opening or openings in the cylinder wall outside o which the valve moves. Furthermore valves positioned in the manner contemplated by the present invention may be of comparatively short length in compa-rison, for example, with sleeve valves positioned within an engine cylinder surrounding the piston which valves are necessarily at least as long as the working cylinder itself. By thus decreasing the lengthk of the valve, reduction in weight and reduction in friction during operation are effected;

The location of such valves on the outside of the cylinder has a further advantage in that the transfer of heat from the engine cylinder to the cooling means therefor will be less interfered with than in constructions in which the valve is located inside thecylinder. This advantage is particularly marked when the valve is located on the end closure or head of the cylinder.

Another advantage resulting from the location, arrangement and method of operation of valves, as contemplated by this invention, is that the outside dimensions of the engine and weight of the stationary and moving parts may be considerably reduced; this by comparison, for example, with engines having internal sleeve valves, in which the dimensions of the parts must be greater tor reasons subsequently to be explained.

Objects ot the invention comprise the provision of improved valves and valve constructions of the character referred to. A further object is the provision of exceedingly simple and e'ective actuating mechanisms -for such valves. Another object is the provision of a construction in which the valve mechanism is silent and smooth in operation and in which the parts pertaining to the valve mechanism may be examined, removed and interchanged very simply and without necessitating the dismantling ot the engine cylinder. Another object is the provision of a construction in which the various castings or members comprising the cylinder and valve construction may bev of simple and substantial design and proportion. @ther objects and advantages of the invention will be pointed out hereinafter.

The invention consists in the novel construction, arrangement and combination of parts hereinafter described according to the preferred embodiments thereof; The invention will be more particularly pointed out in the appended claims.

In order that the invention may be more clearly understood attention is hereby directed to the accompanying drawings illustrating certain forms of apparatus embodying the invention. In the drawings- Fig. 1 represents a vertical section through an engine cylinder, valve mechanism and valve actuating mechanism, in which a. single partial sleeve valve is provided for each cylinder to control both the inlet and exhaust operations thereof;

Fig. 1u is a partial vertical section through kthe lcylinder head construction of an engine similar to that shown in Fig. 1, illustrating a modification thereof;

Figs. 2 and 3 are respectively vertical sectionsl taken on line 2 2 and line 3 3 of Fig. l;

Fig. 4 is a vertical section through an engine cylinder, valve and valve .operating mechanism showing a. modified form of construction in which separate sleeve valves are provided for controlling the exhaust and inlet of each cylinder, this section being taken on line 4-4 of Fig. 5;

Fig. 5 is a vertical section taken 0n line 5-5 of Fig. 4;

Fig. 6 is a vertical section through the upper portion of the cylinder and valve construction of an engine having a modified form of valve actuating mechanism.

Figs. 7. and 8 are kvertical sections taken respectively on lines 7-7 and 8-8 of Fig. 6;

Fig. 9 is, a view similar to that shown in Fig. 6 illustrating a further modilication in the valve actuating devices;

Figs. 10 and 11 are sections taken respectively on lines 10-10 and 11-11 of Fig. 9;

Fig. 12 is a vertical section taken through an engine having a pair of cylinders arranged in V formation with the valve mechanism therefor;

Fig. 13 is a similar view in which the cylinders are arranged in parallel relation. and

Fig. 14 `is a View similar to that shown in Fig. 13 but illustrating a form of construction which may be used in the case of two cycle engines, the constructions specifically illustrated in Figs. 1 to 12, being designed for use as four cycles engines.

Referring first to Figs. 1, 2 and 3 of the drawings, a four cycle type of internal combustiou engine is illustrated having an engine cylinder casting l. The head casting Leases? l may be cast in one piece with the cylinder casting 1, or may be separated therefrom and attached thereto.

The cylinder is shown as mounted in the usual manner on the crank case 2 within which crank shaft 5 and a cam shaft 6 are rotatably mounted. The working piston 3 within the cylinder is connected by connecting rod 4 to the crank of crank shaft 5 in the usual manner.

The slide yvalve 11 is positioned outside of a Wall of the cylinder, preferably outside the end closure or wall 1b of the cylinder. The head casting 1a is provided with a cylindrical bore extending at right angles to the axis of the cylinder. l-r member 12 of tubular form, referred to herein as a conduit member, is inserted within the bore of head 1n, member 12 having a flange 121 at one end which bears against the adjacent end of the cylinder head construction.

Member 12 is so mounted as to leave a space between the lower surface of the same and the surface of the upper wall or closure 1b of the combustion chamber` Preferably this upper wall is formed with a recess or trough in its upper face which is preferably of semi-cylindrical form with its axis extending parallel to and below the axis of tubular` member 12. The cross section of this curved surfaceis indicated by the line lc in Fig. 2, this line being approximately a semicircle described about the point 1d as a center.

The valve member 11 is slidably mounted between surface 1c of the cylinder casting and the lower outside surface of tubular member 12. The valve is accordingly a partial sleeve, and is of crescent shape in cross section in the form of construction particularly illustrated. The cylinder head construction 1n extends upwardly from the top wall 1b of the cylinder (Fig. 2) and accordingly the semi-cylindrical seat 1C in which the valve rests may be described as formed chiefly in the upward extension 1a of the end closure 1b of the combustion chamber.

The upper surface of valve 11 may readily be formed with the same diameter as the bore of casing 1a, that is the same as the outside diameter of tubular member 12. rEhe lower cylindrical surface of member 12 serves to hold the valve in position so that it will move back and forth with a straight line motion.

The valve is reciprocated iu the construe tion shown in Fig. 1 by means of a rocker arm 91, 92, more fully to be described hercinafter.

Conduit member 12 in the form of construction being described has a pair of openings 17 and 18 extending through the lower portion of its cylindrical wall and an opening 22a extending through the upper nai-raser portion of its cylindrical Wall. A pair oi division Walls 15 and 18 entend across the interior of member 12, partition 16 extending between openings 17 and 18 and partition 15 on the opposite side ot member 18. @peiling 17 is the exhaust opening o1 member 12 and opens into an interior portion of the member which is open at end 18 thereof. The usual exhaust piping may be secured to member 12 at end 18.

Opening 18 of member 12 is an inlet opening and communicates through the space between Walls 15 and 18 with the upper opening 22a. rlhe latter opening is in alignment with opening 22 in the upper portion of the cylinder head member 11, opening 22 leading into the inlet piping 1-1, which is shown as mounted on the upper portion olf cylinder head 1a and ext-ending at right angles to the axis thereof.

i pair of openings 19 and 21 'are provided in valve 11 while the upper Wall 1b o1? the combustion chamber has a single opening 2O termed theretl'irough, preferably in a position intermediate openings 17 and 18 of member 12. Openings 17, 18, 19, 20, and 21 are all preferably the same in cross sectional area. iccordingly, communication with the combustion chamber will be established through openings 18, 19 and 2O when opening 19 ot the valve aligns with openings 18 and 2O and communication With the exhaust passage o" mcn'iber 12 will be established through openings 20, 21, and 17 when opening 21 ot the valve aligns with openings 17 and 20.

ln a four cycle engine, as described, valve 11 will occupy the position shown in Fig. 1 at the moment of ignition of the intaken charge and during the expansion or Working stroke of the engine. ln this position the combustion chamber is cut olli from communication With both the inlet and exhaust passages 18 and 17 of member 12. After the Working stroke has been accomplished the valve will be so moved as to align opening 21 thereotl With openings 2O and 17 so as to provide a direct passage for the expulsion of the burnt gasestrom the interior oit' the cylinder. After the exhaust stroke has been completed the valve Will be moved in the opposite direction sun'iciently to cause opening 19 to align with openings 20 and 18. Piston 3 Will now be moving inwardly on its admission stroke and Will provide a suction so that the fresh charge Will be ad.- mitted' to the cylinder from inlet piping 14. At the end of the admission stroke valve 11 Will again move into its central position shown in Fig. 1 cutting oit the interior of the cylinder from both passages 17 and 18. The` compression of the intakcn charge will now be accomplished in the usual manner.

rlhe engine as described will operate upon eitl'ver the usual mixture of gas and air, the

charge being tired by the usual spark plug, or upon an intaken charge ot fresh air, liquid fuel being injected into the combustion chamber when the air has been Sudiciently compressed therein. An opening is indicated in the cylinder casting at 28 in Which a spark plug or fuel injector may be mounted as the case may be. Y

The intermittent movement or" valve 11 described is accomplished in the construction referred to by means of rocker arm 91, 92, pivoted on a pin 10. The lengths of arms 91 and 92 of the rocker arm will, of course, be given a desired ratio in proportion to each other to effect the desired movement. The upper end of arm 91 is connected to valve 11, preferably by means of a pin 23 rotatably mounted in a suitable bearing at the end of the valve. The other arm 92 of the rocker carries a pin 211 which lits in a cam groove 8, provided on a disc 7 athxed to, or made integral with, the shaft 8. rthis shaft preterably rotates at one halt the speed of crank shatt 5 and may be rotated therefrom. or in any desired manner which it is not deemed necessary to illustrate. Cam groove 8 will be given the proper configuration to provide the intermittent movement required 'for valve 11.

An alternative construction is shown in Fig. 111 in which valve 111 has a. single opening 20a 'therein in place ot the two openings 19 and 21 in the torni iirst described. Correspondingly the upper Wall 1b of the combustion chamber is providedv with a pair of openings 191 and 21a in place of the single opening 2O shoivn in Fig. 1. Member k12a is provided With a pair of openings 1711 and 1811 similar to openings 17 and 18 in Fig. 1. In this case the movement of the slide valve may be the same as that in the case previously described, opening 2Oa of the valve aligning either with openings 19r1 and 18a or with openings 211 and 171 or occupying an intermediate position out oi' connection with any of said openings.

ln the constructions described the conduit member 12 or 121 is rigidly mounted in position Within the bore of the cylinder head member. CSuitable packing or piston rings, such as are indicated at 12b, may be provided between outer surfaces ot member 12 and the cylinder head member and the valve member, as shown, to prevent escape oli gas. For the same reason the joint between iiange 121 of member 12 and the cylinder casting and cylinder head is preferably made With several oii'set steps, as shown.

rlhe cylinder may be providedv with suitably cooling means such as the liacket 27 While the cylinder head is shown as provided with jacket 2711. As is indicated in Figs. 2 and 8, jacket 2711 may constitute a continua.- tion of jacket 27.

A. similar construction is shown in Figs.

Las

1 and of the drawings with the difference, however, that a pair of slide valves are used, one controlling the inlet and the other con trolling the exhaust from the cylinder in place oit the single valve controlling both operations in the form of the invention previously described. As indicated, the cylinder 101 has a cylinder head construction 101u through which extend a pair ot transverse bores. A pair oi conduit members 112 and 112n are mounted in these bores in the same manner as previously described in connection with the conduit member 12 in the construction illust ated in Fig. 1. These transverse bores and the tubular conduit members mounted therein are preferably positioned side'by side as shown in Fig. 5.

The top closure tor the cylinder is provided with a pair ot up 'ardly curved seats beneath conduit members 112 and 112g. The curvature of these seats in cross section is shown in Fig. 5 at 101c and 101C respectively. rlhe slide valves 111 and 111a are mounted on seats 101C and 101C beneathconduit members 112 and 112, in the same manner as has been previously described `in connection with valve 11.

Valve 111 is adapted to control the eX- haust from the cylinder and valve 111 to control the inlet of fresh charge thereto. rlhe top closure for the cylinder has an opening 120 therethrough which may be placed in communication with the opening 117 in member 112 when valve 111 is moved so as to align opening 121 therein with openings 120 and 117. At such times burnt gases may be expelled from the cylinder through these aligned openings and through the end 113 of member 112 to the exhaust piping.

The top closure or' the cylinder is also provided with an opening 119 (Fig. 5) which may be placed in communication with an opening 118 in member 112, when valve 111q is moved s-o as to align an opening therein with openings 119 and 118. The opening in valve 111, just referred to, is not shown, but will be exactly the same as opening 121 in valve 111 shown in Fig. 4. Vvlhen the three openings are thus aligned fresh charge may enter the combustion chamber through the three aligned openings, this charge comingfrom the inlet piping, connected to the open end oi mem-V ber 112m corresponding to the open end 113 of member 112` shown in Fig. 4l.

It will be understood that. the two par` tial sleeve valves may be made exactly alike and the two members 112, 11221, made exactly alike, each of these latter members having a single partition therein, 116, 116, the left-hand ends ot' members 112, 1122, referring to Fig. 1, connecting with the exhaust and inlet piping.

The mechanism for operating valve 11 may7 as shown, comprise rocker 1091, 1092,

incase? pivoted on pin 110, arm 109.1 being suitably connected at its upperl end7 as shown at 123, to the valve. rEhe lower end of arm 1092 carries a pin 1241-. which operates in a cam slot 108 on disc 10? secured to the half time shat't 100. The inlet controlling valve 11 l* will be operated by an entirely siniilar mechanism which `accordingly is not illustrated, it being understood that the connections for operating the two valves are suitably arranged to cause these valves to open and close the cylinder inlet and eX- haust ports at the proper times.

1t is preferable to have all oli' the similar parts identical in construction and size, so that the same may readily be made interchangeable. rlhus the castings 112, 112, the partial. sleeve valves 111, 111, the rocker arms, cam discs, and pins for operating the rocker arms from the cam grooves.

W'ith this construction both valves will shut. oli' communication between the cylinder and the exhaust and inlet passages during the compression and working strokes of the piston 103. rlhis position or valve 111 is shown in Fig. 4s. During the exhaust period ot ogeration valve 111 makes a slight movement to the right and establishes communication between openings 120 and 117. At the end oft' the exhaust period this valve returns to its position indicated in Fig. 4, and there remains during the three other cycles ot the engine. Correspondingly the inlet controlling valve 111 has a slight travel to the right as the admission stroke of the engine is about to begin to establish communication between the inlet piping and the interior of the cylinder through the cylinder port 119. At the end of the admission stroke this valve returns to its closing position similar to that shown for valve 111 in Fig. al a d there remains during the compression, working and exhaust strokes of the engine.

lilith the construction described the partial sleeve valves vvill have a comparatively short travel between operative and inoper ative positions. rEhe water jacket 127 about the cylinder is preferably extended, as shown at 127%l above and between the portions ot the cylinder head casting in which conduit members 112, 112, are positioned. The inner wall ol? the cylinder is also preferably provided with an upwardly arching top closure portion as indicated at 101e, an annular water jacket space 127e accordingly being provided above a considerable portion of the top of the working cylinder and beneath a considerable portion of the two valves.

1n the construction lillustrated the cylinder head may be closed at its right hand end except for an inspection opening closed by a cover 125.

Referring now to the construction shown liti in Figs. 6. to 8 ot the drawings, the same form of valves as thosejust described are illustrated, valves 211 and 211a being shown to control the exhaust and inlet operations of cylinder 201. Conduit members 212 'and 212 are shown as mounted in transverse bores in the cylinder head construction 20F. Burnt gases exhaust through openings 220, 221 and 217, formed respectively in the top wall oi' the cylinder, the valve' 211, and member 212, When `valve 211 is `moved to align its opening 221 with openings 220 and 217. Similarly the fresh charge Will be taken into the cylinder when valve 211L is moved to align its opening with openings 219 and 218 in the cylinder and the member 212L respectively.

The construction .illustrated in Figs. 6 to S differs :trom thearrangement shown in Figspand 5, in thevalve controlling mechanism, and in the tact that this arrangement permits the use of partial sleeve valves oit reduced size in comparison with those previously described. i

ln the arrangement under discussion a cylindrical member 207 having a cam groove 20S extending` `about the periphery thereof taires the Aplace or" the cam disc 107 shown in Fig. et. I Member 207 is rotatably mounted Within the bore of the cylinder head member 201d in `which the conduit member 212 is mounted, member 207 being in axial alignment With member 212. A pin 2211 is carried by sleeve valve 211 and tits within cam groove 208.

The rotation of member 207 causes the reciprocation of valve 211 With a suitable timing to control the exhaust operations ot the cylinder. A member similar to member 207 is mounted in alignment with conduit member 212, valve 211n being provided with a pin similar to pin 2241-. litting in a camgroove similar to groove 208, the rotation of thev member carrying the cam groove referred to controlling the inlet operations ot the cylinder.

Member 207 is preferably held in position by a simple bearing means preventing longitudinal movement thereot. In the arrangement indicated in Fig. 6 a single ball bearing 236 is used at the lett hand end of member 207 and another single ball bearing 23T at the right hand end ot the member.

Conduit member 212 is provided with a suitable seat 216n `for ball bearing 236 While the seat for ball bearing 237 may be provided by a disc 225 mounted in position to close the right hand end of the cylinder head'construction. The arrangement for the member corresponding to 207 Which controls the operation o't the inlet valve 2113 is similar to that just described and accordingly is not illustrated.

The cam groove 208 is so arranged that valve 211 will have a suitable intermittent reciprocating movement, this also being true of the controlling means :tor valve 2113. The arrangement may be such that each of the valves vvill remain stationary in the position indicated :in Fig. 6 during three of the four cycles of the engine. Thus the inlet controlling sleeve211L will remain stationary during the working, exhaust, and compression cycles and Will move into position to permit admission of charge only during the admission cycle ot the engine. Similarly the exhaust controlling sleeve 211 remains stationary during the inlet, compression, and Working cycles and moves only during the exhaust cycle to a position in which it establishes direct communication by its opening between the cylinder opening 220 and opening 217 in member 212.

The rotation 'of the cam-slot-bearing members maybe obtained, as isindicated in Fig. 8, by4 means ofa vertical shaft 283 which may be suitably geared at its lower end to the engine crank shaft. At its upper end it is connected by gear 232 tov gear 231 on a horizontal shaft 229 `vvhich is kmounted in suitable bearings in the upper portion of the cylinder head construction 2013. Shaft 229 rotates member 207 by a suitable connection such as thev Worm 230 on shaft 229 meshing vvith a Wormv Wheel 228 on member 207. Similarly shaft 229 is connected to rotate the other member` corresponding to member 207 by Which the inlet valve is moved. As shoivn shaft 229 may be provided With a second Worm, 280, which meshes With a ivorm Wheel 228a on the member corresponding to member 207, which controls the operation of valve 211a, as stated. The gear ratios and conformation of the cam grooves described may, of course, readily bev arranged to produce the desired results. f

ln Figs. 9 to 11 a similar construction is shown in which.y however, a different arrangement is illustrated for controlling the rotation oi the cylindrical members 307, carrying cam grooves 308 and corresponding to members207 inthe form of construction just described.

In the construction here illustrated each ot the cam-groove-cylinders 307 carries a spur gear, these -fears being indicated in Fig. 11 at 335, 335?, 335", and 335, all of these gears meshing together.

ln the construction illustrated a pair of engine cylinders 301 and 301u are indicated. Cylinder 301 (Fig. 10) is provided with a pair ot valves, 311 governing the exhaust and 311a governing the admission, While cylin'der 301 is provided with a valve 311c controlling the exhaust, and a valve 311b controllingthe admission. These valves are similar to the valves previously described, and are mounted in the same manner, as has been previously' described.- Each valve is provided with a pin 324 fitting into the cam groove 308 of the cylindrical member 307 Which controls the operation of that valve.

In the arrangement shown a separate gear 335dl (F ig. 11) is mounted on a short transverse shaft 337 which may be rotated from the engine cra-nk shaft by means of vertical shaft 333 which drives shaft 337 through beveled gears 332 and 331 (Fig. l0). Gear 3351 meshes with gear 335 and accordingly causes the rotation of all the gears 335, 335, 335b and 335C. The timing and arrangement kof the parts Will be such as t-o cause the operation of the valves in the desired manner.

Cylindrical member 307 may be held against longitudinal movement by bearing means such as the ball bearings 340 and 341 illustrated. The arrangement of the openings through the cylinders, valves and conduit members 312, 312, 312In and 312c will be understood from the description of the corresponding parts given in the constructions previously described.

In Fig. 12 an adaptation of the valve control mechanism above described for multicylinder engines is indicated, In this ligure an engine is shovvn having a crank sha-ft 405 and a pair of cylinders 401 and 401"L mounted in V formation above the same. One piston in each cylinder is connected by suitable connecting rod With the same thron7 of the crank shaft.

In the arrangement illustrated each cyl 7 inder is intended to have a pair of partial sleeve valves, one controlling the inlet and the other the exhaust for the cylinder. These valves may be the same as those previously described in connection, for erample, with Figs. 6, 7 and 8, one valve for one cylinder being shown at 411 and the corresponding valve for the other cylinder at 4111. A cylinder head structure 401' is provided, this being common to both cylinders. Rotary cylindrical cani Igroove members may be used for reciprocating the valves intermittently, a pair of such members being indicated at 407 and 407"L to control the valves 411 and 411a in the manner previously described. Controlling members 407 and 40721 may be and preferablyT are formed as one integral construction.,` the tivo portions of Which 407 and 407:L will control the exhaust valves of the tivo cylinders While a similar member (not shown) containing portions similar to portions 407 and 407a ivill similarly control the tivo inlet valves. A single shaft 429 is indicated as extending transversely through the lower portion of the cylinder head construction'in a position.intermediate the upper'ends of the tivo cylinders. This shaft may be rotated at a suitable speed in any desired Wav and Will. serve to drive the rotary cam grbove members. As illustrated cam 430 Yon shaft 429 ifi-eater may engage a Worm Wheel 428 mounted on the controlling member 407, 4073. A similar Worm drive may serve to rotate the other cam groove member from shaft 42S). rlhe connections may be thc same as those indicated in Fig. 8 for driving the cylindrical member 207 and its con'ipanion cylindrical member and accordingly further illustration is thought unnecessary.

The construction shown in 13 is similar except that the tivo cylinders 501 and 501a are shown mounted in parallel relation above a pair of crank shafts 505 and 505. Crank pins of the crank shafts are connected to pistons 503 and 503n in the tivo cylinders. The construction is other- Wise the. same as that shown in Fig. 12, a single shaft 520 being used to rotate the cylindrical cam groove members, one of Which 507 and 507a is illustrated as controlling the exhaust slide valves 511 and 511 of thc ttvo cylinders. The other details of the construction may be the same as have previously been described.

A further modification is illustrated in Fig. 14, in which an adaptation of the construction previously described for tivo cycle internal combustion motors is indicated. A pair of cylinders. 001. 601% are illustrated as mounted above a pair of crank shafts 605, 605% The tivo pistons 603, 6033, one in each cylinder are connected by the usual connecting rods to crank pins on the two crank shafts.

Each cylinder is illustrated as having a port extending through its top closure` these ports being controlled by slide valves 611, 6112 similar to those previously described. The valves may be reciprocated intermittently by the cam groove arrangement previously described. a cylindrical cam groove member having portions G07. 6076. being indicated as rotated by the Worm drive from shaft G20 in the manner previously described.

In a tivo cycle engine it is highly desirfora .so-called means for supercharging the cylinders to be provided. lWhat I term supercharging the cylinders may be accomplished by so arranging the structure that the exhaust passages of the cylinders ivill open before the admission passages open and the exhaust passages will close before the admission passages close. IVith such an arrangement fresh charge Will continue to enter the combustion chambers of the cylinders during the period afterthe closure of the exhaust ports and before the closing of the inlet ports, this constituting the. socalled supercharge of the cylinders.

In the construction illustrated in Fig. 14 such an arrangement is effected by utilizing the Working pistons themselves to open and close the exhaust ports. While the inlet ports in thc cylinder heads are controlled by the: valve arran gement described.

lt will be accordingly noted that the admission of vfresh charge for the cylinders is drawn in to the combustion chambers during the inward admission strokes of the pistons through the open ends 613. 6 3f', of the conduit members 612, 6l?, which may be similar to members 312, 312g, `for example, described in connection with Fig. 9, ends 613, .613% of these conduit members being connected to the inlet piping. The cam groove and pin arrangement, the same as has previously been described, will cause valve G11. Gila.` to remain stationary in inoperative position during the compression and working strokes or periods of the en- Igine operation. The valves will move only at the times when admission ot fresh charge into the cylinders is to he effected to align the openings through the valves with the openings in the end lwalls oit the cylinders and the corresponding openings in members 612, 612a. The valvesmay be caused to move into inlet opening position during a portion ot the exhaust period oit eachcylinder when the incoming charge of fresh mixture or air will aid in. scavenging the burnt gases from the cylinders` the inlet connections remaining` open` as stated7 after the closingv of the evhaust ports so that the .so-calledsuper charge of the engine cylinders may be ci? itccted during this time.

ln the construction shown in lli an exhaust outlet passage 639 is shown between the two cylinders., the interior of eonnection 639 connecting 'oy suitable openings in the opposite walls thereof` with passages G38. 63e, extending` around the cylinder walls.I The inner walls ot the cylinders will have ports 61H., rbella, therethrough adapted to connect the interiors ot the cylinders with annular passages 638, 638g. rlhese passages will he closed by the cylindrical walls of 'the pistons atl all times. except when the working faces ot the pistons descend below the same. At this time. the working strolre ot the piston having been completed. the hurnt gases will escape into passage 639, the ar- .rangement being such that the eXhau st ports in each. cylinder will be thus opened before the corresponding inlet port is opened by the sliding valve provided Jfor the cylinder and will be again closed beiore the inlet opening for the cylinder is closed hy the sliding valve.

lt should be noted that while have particularlv described the arrangement of inlet controlling` valves for two cycle engines in connection with an engine having two cranlr shafts and two groups oi' cylinders. the in vention is not limited to such construction.

The fresh charge may ber precompressed in any desired manner before its admission to the combustion chamloer`r as is highly desirable in two cycle engines. llt has not been thought necessary to illustrate any form o1e precompression means herein.v it being noted that where required or desired a suitable arrangement oi precompression means may be applied to the construction without interfering with the valve arrangement herein described.. it may also be noted that the various necessary engine fittings which are required such spar i plugs, or fuel injection devices` as the case may be. will be used. penings tor the reception of a sparlr plug or fuel ejector are indicated in Fig. l of the drawings at Q6. in Fig. 4 at 126. in Fig. 6 at 226. and Q27 and in 'Fig 9 at 326 and 327.

lt will be evident that the various types ot construction which have been described all provide slide valves of lwhat may be termed partial sleeve7 lype, the construction affording numerous advantages, brieiy referred to above. Thus it will be evident that the construction permits the use of valves ofthis character which are comparatively short. the same being considerably shorter than sleeve valves which haveheretotore been positioned between the bore of the cylinder and the piston therein. Accordinglyv the weight ot the parts and the friction of the same in operation will he reduced. rfhis statement applies to all of the 'forms of construction described. the terms illustrated in Figs. 6 to let. however,- having thc advantage over forms shown in Figs. l to in that the first mentioned forms do not require as `great length of valve as the forms shown in Figs. l to 5.

lt will also be noted that the location of valves ot the character described away from and the outside oit the combustion chamber of the engine provides various advantages in comparison with the use of sleeve or other sliding valves within the cylinder. Thus in the present instance the transfer of heat 'from the interior oit the cylinder to the Tater jackets or other cooling means is interfered with. by the valve construction.

as little as possible. This is particularly true where the valve construction is arranged in the head. or on the outer side ot the end closure of the cylinder. ln this case the cylindrical surface of the cylinder may be very edectively acheted or provided with other cooling means while the head 'of th cylinder itscli.I and the valve construction may be jaclreted to a considerable eX- tent.

lt will also be, noted that this arrangement provides for the operation of the enpiston. connecting rod. and valve members with a minimum ot clearance or space required for the operation oi lthe same. ln constructions such as have been described the cylinder need not be so great inout-side diameter or so long as a cylinder having a sleeve valve inside the same to develop the same power. Likewise less space is required for the opera-tion of the crank shaft, in constructions such as those described herein since a cylinder having an inside sleeve valve will require the use of a connecting rod connected to a crank the center of rotation of which must be further away from the end of the cylinder than is the case in the constructions herein described. This is for the reason that clearance must be provided between the connecting rod and the outer end of the cylinder at the positions of extreme angularity of the connecting rod, and when a sleeve valve is positioned within the cylinder less angularity will be permitted to the connecting rod unless the diameter of the cylinder is correspondingly increased. Accordingly my construction permits the use of cylinder and crank case members having less weight and smaller outside dimensions than is the case with engines having inside sleeve valves.

It should be understood that while I have described certain forms and features of the invention with particularity, the invention is not limited to the exact details which have been described, but that various modifications may be employed as will be clear to those skilled in the art after reading this specification, the scope of the invention being indicated by the accompanying claims.

What I claim is:

1. In an internal combustion engine, the combination of a cylinder having an end wall with an opening therein, a cylinder head member upon said end wall having a transverse bore therein, a stationary conduit member having a curved surface in said bore having an opening in the wall thereof, a partial sleeve valve between said end wall and conduit member, and having an opening therein, said valve having a surface slidably mounted on said end wall and an opposite surface fitting partly about said conduit member` and means for sliding said valve longitudinally, intermittently, to cause said openings in said end wall, conduit member and valve to align at suitable times and to be out of alignment at other times.

2. In an internal combustion engine, the combination of a cylinder having an end closure with an opening therein, a cylindrical conduit member extending transversely across said closure and having an opening in a wall thereof, a valve member interposed between said closure and conduit member and having an opening therein, said valve member having a surface slidably mounted on said end closure and an opposite surface fitting partly about said conduit member, and means for intermittently sliding said valve member longitudinally, to cause the openings in said cylinder closure, valve member and conduit member to align at suitable times, and to be out of alignment at other times.`

3. n an internal combustion engine, the

rasata? combination of a cylinder having an end closure with a trough of curved section extending across the outer surface thereof and having an opening therethrough, a cylindrical conduit member extending transversely across said closure and having an opening in a wall thereof, a partial sleeve valve of crescent shaped cross section interposed between said closure and conduit member and having an opening therein, opposite surfaces of said valve being slidably mounted within said trough and against said conduit member, and means for intermittently sliding said valve member longitudinally, to cause the openings in said cylt" inder closure, valve member and conduit member to align at suitable times, and to be out of alignment at other times.

4f. ln an internal combustion engine, the combination of a cylinder having an end wall with inlet and exhaust ports therethrough, parallel partial sleeve valves slidably mounted on the outside of said wall to control said ports, respectively, means for sliding said valves intermittently. to open and close said ports at suitable times, and oonduit means for carrying fresh charge to the inlet port, and for conducting exhaust gases from the exhaust port, respectively, when the same are uncovered, said valves having surfaces slidably mounted on said end wall and opposite surfaces tting partly about said conduit means.

5. In an internal combustion engine, the combination of a cylinder having an end closure with an opening therethrough, a cylinder bead structure extending outwardly from said closure, with a bore therein transverse to the axis of said cylinder` a cylindrical member in said bore, having a cam groove thereabout` a slide valve between said cylindrical member and closure. for controlling said opening, and having a pin extending into said groove, and means for rotating said member to reciprocate said valve.

6. ln an internal combustion engine, the combination of a cylinder having an end closure with an opening` therethrough, a cylinder head structure extending outwardly from said closure, with a bore therein transverse to the axis of said cylinder, a cylindrical member in said bore. having a cam groove thereabout, a slide valve between said cylindrical member and closure for controlling said opening', and having a pin extending into said `groove., a conduit member in said bore in alignment with said cylindrical member. serving to hold said valve to its seat and having an opening therein, and means for rotating said cylindrical member to reciprocate said valve to establish communication between said cylinder opening and said conduit member opening at times, and to close such communication at other times.

7. In an engine.y the combination of a ported surface, having a troughed seat therein, a stationary member outside said surface having a convex surface directed towards said first surface, with a passage extending through its said convex surface, a slide valve of curved section fitted between said troughed seat and convex surface, and means for reciprocating said Valve to establish and disestablish communication between the port of said ported surface and said passage.

In testimony whereof I have signed my name to this speoiiication, at New York, N. Y., on this 16th day of May, 1922.

CHARLES J. TTH. 

